Car-goupling



(No Model.)

J.W. WHITE & A. DILLER.

GAR GOUPLING.

No. 426,975. Patented Apr. 29, 1890,

y 26 nl; Z0

NITED STATES PATENT Prion.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 426,975, dated April 29, 1890.

Application lefl December 30, 1889. Serial No. 335,428. (No model.)

To all whom it may concern:

Be it vknown that we, ABRAHAM DILLER and JOSEPH W. WHITE, both residents of Brighton, in `the county of Vashington and State of Iowa, have invented certain new and useful Improvements in Oar-Couplings; and we do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same. Y

Our invention relates to improvements in car-couplers of that character in which the cars may be automatically coupled and uncoupled without the necessity of the brakeman going between the cars, which is often a source of great danger.

The invention consists in the several novel features of construction and new combinations ot' parts hereinafter fully described, and then specically pointed out in the claims.

In the accompanying drawings, Figure l designates a perspective View of two cars constructed in accordance with our invention coupled together. Fig. 2'is la side elevation of one end of a car with our improved coupling device applied thereto. Fig. 3 is a plan view of the same.

In the said drawings, the reference-numerals 1 and 2 designate two ordinary box-cars, to the ends of which are attached the blocks 3, carrying the link-operating devices.

4 designates a buffer-bar, constructed in any ordinary manner, and is provided at its front end with a projection 5, through which may pass a vertical opening to receive the coupling-pin.

The numeral 7 denotes the link pivoted to the buffer-bar between the wings 8, made integral' with said bar, and when not in use it is elevated and thrown back, resting against the blocks 3. This link is caused to fall forward over the coupling pin or projection 5 from the shock of the cars in coming together, and thus hold or couple the same together automatically.

9 designates a yoke by which the link is thrown out of engagement with the couplingpin in uncoupling. This yoke consists of a wire rod or bar having a transverse portion 10, pivoted in the blocks 3 by means of journals 12, and two horizontal portions 13, having their ends turned inwardly, forming two shortarms 14, which engage with and serve to raise the link. Centrally to the transverse portion 10 is secured a short crank-arm l5, which is connected by a pivoted link 16 to the vertical rod 17, extending to the top of the car, where it is provided with an operating-handle 18. By pulling rod 17 upwardly the yoke is turned upon its pivoted portion, elevating the link by means of link 16 and crank-arm 15. For the purpose of operating the yoke from either side of the car, we provide the transverse bar or rod 19, having cranks 2O at each end. `Centrally to this rod is secured a crank-arm 2l, pivoted to the link 16. It is obvious that by oscillating rod 19 the yoke will be raised or lowered through the intermediary of the link 16 and crankarm 15.

For the purpose of preventing the accidental disengagement of the link with the coupling-pin by jolting of the car or otherwise there is provided the rod 22, pivoted at one end to the transverse portion l0 of the yoke. The free end of this rod is bifurcated, forming two inwardly-turned arms 23, which embrace the coupling-link.l Loosely pivoted to rod 22 at the center thereof is a depending rod 24, the free end of which is formed into a hook 24, which engages with one of the inwardly-turned arms of the yoke when the coupling is in use, and thus prevents said coupling-link from being thrown outof engagement with the coupling-pin, as will be obvious, but readily allowing the link to be elevated by the uncoupling devices when deble of a slight transverse movement, so that` the pins may be brought into andoutof engagement with the slots when desired. These slots should be somewhat larger than the pins, so as to allow of a slight play of the latter therein and preventing a too rigid lock of the coupling-connections, whereby injury from the sudden coming together of the cars is avoided.

From the above description the operation will be readily understood. When it is desired to uneouple the cars from the top, the rod 17 is pulled upwardly, elevating the link 16 and actuating the yoke 9 by means of crank-arm 15, and causing said yoke to be turned on its pivot, and thus elevating the link and throwing it out of engagement with the couplingpin. The link will be thrown back and rest against the blocks 3, and be held in suoli position by moving the bar 22 sidewise and causing the pins 27 to enter the slots 26 in the clamps 25.

In coupling the cars the brakeinan disengages the pins from said slots, so as to allow said coupling-link to fall down as the cars come together and engage with the coupling pin or projection 5, the depending hook 24 engaging with the inwardly-turned arm of the yoke and preventing accidental disengagement of the coupling-link with its pin. lt will be obvious that the device may be operated from either side of the car by rotating the transverse bar 19.

From the foregoing description it will be seen that the brakeman does not have to go between the cars either to couple or uncouple the same, which is a source of great danger, frequently resulting in loss of life.

The device is simple and economical in construction, durable in use, not liable to get out of order, and very eflicient in operation, and it possesses many advantages which will be apparent to railroad operatives.

By the employment of the wings 8, forming the bearings tor the pivot-bar of the link, said bar is prevented from bending when subjected to great strain.

Having thus described our invention, what we claim is- 1. The combination, with a buifer-bar having a coupling-link pivoted thereto, of a yoke pivoted to the car and extending under the link, a crank on said yoke, a link connected with said crank, and a rod for operating the link and connected parts, substantially as described.

2. The combination, with a buffer-bar having the coupling-link 7 pivoted thereto, of the yoke 9, pivoted to the car, the crank-arm 15, link 16, crank 21, transverse bar 19, having pin 27, and the clamp 25, having slot 2G, with which pin 27 engages, substantially as described.

3. The combination, with a buffer-bar having the coupling-link 7 pivoted thereto, of the yoke 9, pivoted to the car, the crank-arm 15, link 16, and means, substantially as described, for operating the same, the rod 22, pivoted to yoke 9 and having its free end bifnrcated to embrace the coupling-link, and the depending arm 24, having hook 24, substantially as described.

4. The combination, with a buffer-bar having a coupling-link 7 pivoted thereto, of the pivoted yoke 9, crank-arm 15, link 16, rod 17, transverse rod 19, having pin 27, clamps 25, having slot 26, the rod 22, pivoted to yoke 9 and having its free end bifurcated, and the depending arm 24, having hook 24, substantially as described.

In testimony that we claim the foregoing as our own we have hereunto axed our signatures in presence of two witnesses.

ABRAHAM DILLER. JGSEPH WL W'HITE. Witnesses:

W. T. ISRAEL, W. R. WHITE. 

